KR20020083440A - Method of operating vehicular internal combustion engine of intermittent-operation type - Google Patents

Abstract

PURPOSE: To optimally control a fuel increased amount at start of an internal combustion engine in an economy running vehicle and a hybrids vehicle performing intermittent driving without causing atmospheric pollution, even in the cases where the engine is restarted immediately after the engine stop, and engine start is repeated within a short time. CONSTITUTION: The increased fuel amount at start of the engine is controlled based on an estimated amount of fuel adhesion to a periphery of an intake air port, the fuel increased amount is reduced at restart shortly after the engine stop, only by a correction amount which is gradually reduced with lapse of time, or the fuel increase amount is made to be 0 when the lapse of time is extremely short, and a following fuel increased amount at the start of the engine is made to continue to that at a preceding start of the engine when engine start is repeated within a short time.

Description

Method of operating vehicular internal combustion engine of intermittent-operation type}

The present invention relates to a method of driving an internal combustion engine for a vehicle. In particular, the present invention relates to a method for driving an internal combustion engine of a vehicle in which an internal combustion engine is temporarily intermittently driven by temporarily stopping the internal combustion engine while a vehicle driving condition for stopping the internal combustion engine is established during vehicle operation.

In a vehicle internal combustion engine, the fuel is temporarily increased at startup. Such temporary increase of fuel at the time of engine start was mainly performed to improve engine startability by temporarily enriching the mixed gas of engine start. However, in a vehicle equipped with a more recent exhaust purification catalyst, when the engine is stopped, the exhaust purification catalyst is in a state of trapping oxygen, and coping with the deterioration of the NOx purification function at the start of the engine. In addition, in order to reduce the catalyst which trapped oxygen by supplying combustible components, such as CO and HC, as an exhaust purification catalyst in engine start-up, it is paying attention to temporarily increasing fuel at the time of engine start-up.

The engine is stopped by shutting off the supply of fuel to the engine in both conventional cars, econom run cars and hybrid cars. However, even if the supply of fuel is interrupted, the engine revolves in a state in which only the oxygen is supplied without the fuel being injected into the combustion chamber until the rotation is completely stopped. Therefore, oxygen is sent to the exhaust purification catalyst provided in the exhaust system of an engine, and the catalyst captures oxygen. Thus, the point that the catalyst traps oxygen as the engine stops is almost the same as in a conventional car, an economy run car or a hybrid car. However, in an economy run car or a hybrid car, the engine is frequently paused and restarted. Therefore, in an economy run car or a hybrid car, appropriately performing reduction treatment of the exhaust purification catalyst at the start of the engine, that is, CO or It is much more important than the case of the conventional car to temporarily increase the fuel so as to sufficiently perform the reduction treatment of the catalyst without releasing combustible components such as HC into the atmosphere.

Moreover, with regard to the temporary increase in fuel at the start of engines, economy run cars and hybrid cars have other unique problems. It is related to the phenomenon that in many gasoline engines supplying fuel by vaporizer or port injection, a part of the supplied fuel is attached to the periphery of the intake port, and a liquid film of fuel is formed thereon. That is, in an engine supplying fuel by a vaporizer or a port injection, a fuel liquid film having a substantially constant thickness is formed around the intake port during operation of the engine. In addition, a considerable amount of fuel is involved in the formation of the fuel liquid film.

Therefore, in order to achieve sufficient reduction processing of the exhaust purification catalyst at the time of engine start mentioned above, and to temporarily increase the fuel at engine start with a controlled amount so that the combustible components of the remaining fuel are not discharged to the atmosphere. The amount of fuel required to form the above fuel liquid film must be taken into account. In a conventional vehicle in which engine starting is performed only at the start of driving of the vehicle, the fuel liquid film is normally lost at engine starting. However, in the case of an economy run car or a hybrid car in which the engine is temporarily stopped while the vehicle is running and the engine is restarted within a short time, the fuel liquid film is often substantially left at the engine start-up. Moreover, the degree of remaining of the fuel liquid film depends on the length of the elapsed time after the engine stops. In such a case, if the temporary increase in the fuel at the restart of the engine is always constant, the amount of fuel entering the combustion chamber among the increased fuel varies greatly. As a result, the supply of fuel combustible components for exhaust purification catalytic reduction treatment may be insufficient. In addition, the supply of fuel combustible components is excessive, and the combustible components are released to the atmosphere, which may deteriorate the atmospheric environment.

An object of the present invention is to provide a driving method of an internal combustion engine for a vehicle that can cope with the above problems in the increase of fuel at the time of engine start. In order to achieve the above object, an internal combustion engine operating method of an internal combustion engine for a vehicle, which is an example of the present invention, includes the following: when the elapsed time from the start of the internal combustion engine to the start of the next internal combustion engine including a temporary stop is less than a predetermined value, The initial value of the increase in fuel at the start of the internal combustion engine is reduced from the predetermined standard value.

In addition, when the amount of air passing through the intake port attached to the internal combustion engine from the start of the internal combustion engine to the start of the next internal combustion engine including the temporary stop is less than a predetermined value, the increase in fuel at the start of the next internal combustion engine The initial value of is reduced from the predetermined standard value.

Further, when the elapsed time from the stop of the internal combustion engine to the start of the next internal combustion engine is less than the predetermined value, the increase in fuel at the start of the next internal combustion engine is not performed.

When the fuel increase at engine start is controlled based on the estimated amount of fuel adsorbed around the intake port at engine start, the state of the fuel liquid film around the intake port at engine start is similar to that of the econominal car or hybrid car. In addition, even if there is a possibility that a difference occurs in the amount of fuel consumed for repairing the fuel liquid film, the amount of fuel can be increased appropriately.

1 is a flow chart showing one embodiment of a vehicle internal combustion engine driving method according to the present invention.

FIG. 2 is a diagram showing an example of engine operation control performed by the flowchart of FIG. 1.

FIG. 3 is a diagram like FIG. 2 showing another operation control example; FIG.

FIG. 4 is a diagram as in FIG. 2 or FIG. 3 showing yet another example of operation control; FIG.

5 is a flow chart showing another embodiment of a vehicle internal combustion engine driving method according to the present invention.

FIG. 6 is a diagram showing a modified example of part of the flowcharts shown in FIGS. 1 and 5; FIG.

The operation method of the internal combustion engine according to the present invention will be described in detail below.

1 is a flowchart showing the first embodiment as a flow of a series of control procedures. The driving control of the internal combustion engine for a vehicle according to this flowchart starts simultaneously with the start of the vehicle's operation by entering a key switch of a vehicle (not shown).

When the control is started, the data necessary for the control is read in step S10. Next, in step S20, it is determined whether the internal combustion engine is operating.

The determination of whether to drive the engine is made by the driver at the start of driving of the vehicle. However, the determination of whether to drive the engine while the vehicle is in operation is performed by the vehicle automatic driving device having a control device not shown in the figure. It may be made by control judgment based on the driving state of the vehicle by various proposals already made in the art. The answer to the determination in step S20 is YES or NO, depending on whether the engine is being operated or paused by such arbitrary engine operation control.

In addition, the control shown by this kind of flowchart is performed repeatedly in a cycle of several tens of microseconds. Therefore, the answer in the control circulation process before step S20 is YES, and the answer in the next control circulation process is NO means that the engine operation is switched within tens of microseconds and the engine is paused. On the contrary, if the answer in the previous control cycle is no, and the answer in the next control cycle is yes, the engine that was paused at that time is restarted.

If the answer to step S20 is YES, control proceeds to step S30, where F1 is set to one. Control then proceeds to step S40 to determine whether F5 is 1 or not. F5 is reset to zero when starting control. In addition, as is known in this kind of technical field, F5 is reset to 0 at the start of control, and is reset to 0 again in step S170 described later, or set to 1 in step S240 described later. do. Therefore, F5 is 0 when the control first reaches step S40 after the start, or when it reaches here via steps S10, 20 and 30 by return from step S170. Therefore, the answer of the judgment in step S40 is no. Further, as will be described later, when the engine is started after the control cycles back to steps S180 to 270 at the time of engine stop, F5 is 1, and the answer in step S40 is an example. . First, the control advances to the case where the answer to the determination in step S40 is YES.

At this time, the control proceeds to step S50 to determine whether or not the count value C1 indicating the passage of time after the engine is started or restarted is equal to or greater than the predetermined threshold C10. This count value C1 is also reset to zero at the start of control, after which it is reset in step S120 described later or incremented by one in step S140. The purpose of step S50 is to determine whether or not a predetermined time has elapsed from the time when the engine was started or restarted. If the answer is yes, then control proceeds to step S60. In step S60, it is determined whether the integrated value Qa of the amount of air passing through the internal combustion engine is equal to or larger than the predetermined threshold Qao. The integrated value Qa of the air amount is also reset to zero at the start of control, and reset to zero in step S90 described later. The air quantity integrated value Qa is incremented by the amount of air passing through the internal combustion engine during one cycle of circulating this flowchart, and represents the value which integrated the air flow volume after engine start or restart. Step S60 also determines whether or not the engine has been operated by passing more than a predetermined amount of accumulated air after starting or restarting. On the other hand, when the count value C1 and the integrated value Qa of the air reach the appropriate values which respectively achieve the purpose of discriminating, the above value may not be increased. When both the determination results in steps S50 and 60 are YES, in step S70 F2 and the parameter Ka described later are reset to zero. On the other hand, if either answer is no in step S50 or 60, F2 is set to 1 in step S80.

Even when the control passes through step S70 or step S80, control then reaches step S90, where F3 is reset to zero, and the air amount integrated value Qa is also reset to zero. Control then proceeds to step S100.

If the answer to step S40 is no, the control bypasses steps S50 to 90 and immediately proceeds to step S100. The reason for the division of control by F5 will be described later.

In step S100, it is determined whether F2 is 1 or not. When the answer is no, that is, in step S50, it is determined that the count value C1, which represents the time elapsed after the engine is started or restarted, has passed a sufficient time of the threshold C10 or more. When the integrated value Qa of the amount of air flowing through the engine flows through the engine in step S60, and the engine is judged to run so that a sufficiently large amount of air flows through the engine, the control proceeds to step S110. On the other hand, when F2 is 1, that is, when the count value C1 does not reach the threshold C10, or when the air quantity integrated value Qa does not reach the threshold Qao or at least one of the two, the control proceeds to step S105. In step S105, the value Ka obtained in step S270 described later is set to the parameter Ka. Control then proceeds to step S106, where F2 is reset to zero.

In addition, it is determined in step S50 whether or not the count value C1 is equal to or greater than the predetermined threshold, and in step S60, it is determined whether or not the accumulated amount Qa of air passing through the engine is equal to or greater than the predetermined threshold. Both conditions are combined to determine whether F2 is 0 or 1, i.e., whether a predetermined time has elapsed after the engine has been started or restarted, or whether the driving amount has elapsed. This is to more reliably judge the actual operation of the engine from starting or restarting the engine.

In the following control of steps S110, 120, and 130, when the answer to the judgment in step S20 is an example, that is, when the engine is started or restarted, the count value C1 that measures the elapse of time at that time is first set to zero. To reset. After the count value C1 is reset to zero in this manner, control proceeds to step S140. Each time control passes through this path in step S140, the count value C1 is incremented by one. As a result, the elapsed time at the time when the engine is started or restarted is measured.

In the next step S150, the fuel increase factor Kfs for increasing the fuel at the time of engine start or restart is calculated. The fuel increase coefficient Kfs is a value that gradually decreases by a predetermined coefficient decrease ΔKfs · C1 with the passage of time from the initial value. In addition, the initial value is the value obtained by subtracting Ka from Kfso when the predetermined value Kfso or the parameter Ka is not 0, or the value obtained by subtracting Kfr from Kfso-Ka when the coefficient value Kfr calculated in step S230 described later is not 0. to be. The fuel increment coefficient Kfs is a coefficient indicating the degree of fuel increase performed at engine startup or restart, and is a fuel amount at which the value of the regular fuel injection amount is increased.

In the next step S160, the air quantity integration value Qa is incremented by the amount of air added during the one-time iteration of this path. Where q is the air flow rate per unit time and [Delta] T is the minute time that elapsed during the control once. Control then reaches step S170, where F5 and F7 are reset to zero.

FIG. 2 is an operating state of an internal combustion engine that is a control process of the flowchart of FIG. 1, a count value C1 changed by the control process, an air quantity integration value Qa, a fuel increase coefficient Kfs, and another count value described below. It is a graph which shows an example of the shape which C2 and fuel liquid film coefficient Kfr change. As described above, when the engine is started at time t1, the count value C1 increases from 0 to the passage of time. The air quantity integration value Qa also increases from zero in accordance with the integration amount of the air quantity flowing through the engine. The fuel increase coefficient Kfs starts at the initial value Kfso-Ka-Kfr at time t1 and gradually decreases with time. Moreover, the count of the other time count value C2 has not yet started at time t1. In addition, the fuel liquid film coefficient Kfr is a coefficient indicating the thickness of the fuel liquid film adhered to the intake port periphery. When fuel injection is started at the time of engine startup, the fuel liquid film coefficient Kfr increases temporarily. However, after that, as the engine continues to operate, the engine drops to a substantially constant value, and when the engine stops operating, the value gradually decreases as the time passes from the value at that time.

As shown in Fig. 2, it is said that the engine is temporarily stopped at time t2 after the engine is started or restarted at time t1 and operated until time t2. At this time, control reaches step S40 from step S10 through steps S20 and 30, and further proceeds through step S50 to 100 to step S110. Then, after going to step S120 for the first round and resetting count value C1 to 0, the process proceeds immediately from step S110 to step S140. Thereby, it circulates through steps S150, 160, 170, and accordingly, count value C1, air quantity integral value Qa, and fuel increase coefficient Kfs are computed as shown in FIG. 2 with time.

If the engine is paused at time t2, the answer to step S20 becomes NO. Therefore, control proceeds to step S180 by this, and it is determined whether F1 is 1 or not. F1 remains reset to zero at the start of control when the engine has not yet been started with the vehicle's key switch in. If the answer of the determination in step S180 is NO, the control immediately returns from step S180, returns to step S10, and waits for engine startup while updating the read data. However, since F1 is set to 1 in the previous control cycle, when step S180 is reached at time t2, the answer to the judgment at step S180 is an example, and control proceeds to step S190. In step S200, control is performed in which the count value C2 is first reset to zero. In step S210, F6 is set to one. After that, the control circulates through this path, and accordingly, the count value C2 is incremented by one in step S220, and the elapsed time of the control passing through this path, that is, the measurement of the elapsed time after the engine stops running is determined. Is done. In this way, the count value C2 gradually increases from the time t2 as shown in FIG.

Next, in step S230, the fuel liquid film coefficient Kfr indicating the thickness of the fuel liquid film adhered around the intake port is set to Kfro as its initial value, and gradually decreases with time as Kfr = fro-ΔKfro. Calculated as C2. The state in which the fuel liquid film coefficient Kfr changes is shown in FIG.

Next, in step S240, F5 is set to 1 to indicate that control has passed this path including step S240, that is, the engine is in a stopped state. Thereafter, it is determined whether or not F7 is 1 in step S250. When control reaches the excitation for the first time through the path going from step S180 to the example, F7 is reset to zero. Therefore, control proceeds to step S260, and it is judged whether (DELTA) Kfs * C1 which shows the amount of reduction with respect to fuel increase factor Kfs has reached the initial value Kfso of fuel increase factor Kfs. If the answer to the judgment is no, control proceeds to step S270, where DELTA Kfs · C1 is recorded as the parameter R, and if the answer is yes, control proceeds to step S280, and the parameter R is reset to zero. This parameter R is converted into a parameter Ka in step S105, and used for calculation of the fuel increase coefficient Kfs in step S150. In the example shown in FIG. 2, the fuel increase coefficient Kfs has already reached 0 at time t2, that is, since DELTA Kfs · C1 has exceeded the initial value Kfso, the answer to step S260 is YES, and the parameter R is reset to zero. do.

If the engine is restarted at time t3 after a further time has elapsed from the engine's pause state, the answer at step S20 changes from no to yes. For this reason, control reaches step S40 again through step S30, but since F5 is set to 1 at this time, control advances to step S50. In step S50, it is determined whether the count value C1 is larger than the predetermined threshold value C10. In the example shown in FIG. 2, since the count value C1 exceeds the threshold value C10 at time t3, the answer is an example. Next, in step S60, it is determined whether the air quantity integrated value Qa is larger than the predetermined value Qao. In the example of Fig. 2, since Qa also exceeds the threshold Qao, the answer is an example, and control proceeds to step S70, where both F2 and parameter Qa are reset to zero. Therefore, at this time, control proceeds immediately from step S100 to step S110, and step S105 is bypassed, so that the parameter Ka remains reset to zero in step S70. In the example of FIG. 2, at time t3, the fuel liquid film coefficient Kfr calculated in the previous step S230 is also 0, so that the calculation of the fuel increase coefficient Kfs at step S150 is based on the initial value Kfso specified as it is. It is calculated as a value that gradually decreases with time.

In this way, the engine is operated until the influence of the increase in fuel at the beginning of the engine is extinguished (C1> C10, Qa> Qao), and the engine is stopped until the fuel liquid film around the intake port disappears. When this stops (Kfr = 0), the increase in fuel at the time of engine restart is performed in a regular manner gradually decreasing with the passage of time from the normal initial value Kfso. In addition, the startability of the engine is improved by increasing the fuel at regular startup. In addition, it is possible to continue the operation by the engine intermittent operation of an economy run car or a hybrid car by appropriately performing a reduction treatment at the start of the engine of the exhaust purification catalyst without releasing fuel flammable components into the atmosphere. In addition, in the embodiment described in FIGS. 1 and 2, the increase in fuel at the start of the engine starts from a certain initial value and gradually decreases with the passage of time since the last engine stop. However, when the engine is switched over with sufficient time between engine stop and engine start, the temporal change in fuel increase may not be particularly gradually decreasing. The fuel increase may be performed at a constant additional rate over a certain period of time.

3 is a diagram like FIG. 2 showing an example of another vehicle driving state. In this example, the engine started at time t1 is operated for a very short time, and then is temporarily stopped at time t2 and then restarted at time t3. The operating time of the engine is short between the times t1 to t2, and the engine pause period between t2 and t3 subsequent to it is not very large. Therefore, the count value C1 which started counting at the time t1 does not reach the threshold value C10 at time t3, and neither the air quantity integrated value Qa which started integrating at the time t1 reaches the threshold Qao. In this way, if the engine is stopped after a short time of operation after starting, a thick fuel liquid film remains around the intake port, and it takes such a long time to extinguish. In such a situation, if a later engine start is performed quickly, and the fuel increase at the time of engine start is performed normally, there is a fear that the fuel increase at the start of the engine increases.

However, in this case, the answer of the determination of step S20 changes from no to yes at time t3, and the control passes through steps S30 and 40, and further the answer of step S50 becomes no, or the answer of step S60 becomes no. Also, control proceeds to step S80 and F2 is set to one. As a result, the control is judged as YES in step S100, and R is input to the parameter Ka in step S105. The value of R is the value of DELTA Kfs · C1 calculated in step S270 based on the count value C1 at the last moment at the time of engine suspension. This value is subtracted from the normal initial value Kfso in the calculation of the fuel increase coefficient Kfs at step S150. Therefore, in the engine restart at time t3, as shown in Fig. 3, the fuel increase coefficient Kfs is the time elapsed starting from the value which inherited the value of the fuel increase coefficient Kfs as it was at the time when the engine stopped at time t2. The value gradually decreases with.

1, in the calculation of Kfs at step S150, the fuel liquid film coefficient Kfr calculated at step S230 is further subtracted from Kfso together with Ka described above. However, the flowchart of FIG. 1 is a combination of several means possible by the present invention, and may be an embodiment in which either Ka or Kfr is omitted for the calculation of Kfs in step S150.

In this way, when the engine is stopped for a short time after starting and restarted in close proximity in time, the fuel increase in the subsequent engine start is reduced to reflect the influence of the fuel increase at the time of the previous engine start. The increase in fuel at start-up can be optimized.

4 is a view like FIG. 2 or FIG. 3 showing yet another example of the engine operating state. This example is a case in which the engine is formed after the engine is started until the fuel liquid film is rapidly thickened around the intake port for a while, then the engine is stopped, and then the engine is stopped for a short period of time. In this case, the engine started at time t1 is temporarily stopped at the place operated until time t2, and is immediately restarted at time t3. In this case, when the engine is stopped at time t2, the fuel liquid film around the intake port is thinner than in the case of FIG. However, if the engine is restarted at time t3 without too much time from the time t2 of engine stop, the fuel liquid film coefficient Kfr is still stopped at a considerably high value. At this time, if the increase in fuel at startup is carried out normally, the fuel at startup increases too much.

In response to this, in the embodiment of Fig. 1, when the engine is stopped, counting of the count value C2 is started from that point in time. In accordance with the increase in the count value, the fuel liquid film coefficient Kfr is calculated at step S230 to a value gradually decreasing by? Kfro C2 from the predetermined initial value Kfro in accordance with the count value C2. In accordance with the magnitude of this coefficient, the fuel increase coefficient Kfs calculated in step S150 at the time of the next engine start is reduced. With such a configuration, when the engine is restarted without waiting for the time elapsed when the calculated value of the fuel liquid film coefficient Kfr in step S230 becomes zero, the correction of the increase in fuel amount at the time of engine start is thereby performed.

5 is a flow chart like FIG. 1 showing another embodiment of the engine operation method according to the present invention. In the flowchart shown in FIG. 5, the process corresponding to the process of the flowchart of FIG. 1 has the same process number as in FIG. 1, and has the same control action as in FIG. In this embodiment, it is determined in step S235 whether the count value C2 is larger than the predetermined threshold value C20. When the time from engine stop to engine restart is short enough that the count value C2 does not correspond to the value C20, instead of resetting F8 to 0 in step S236, F8 is set to 1 in step S237.

The value of F8 is determined in step S107, and when the value of F8 is 0, control passes through steps S120 to 151, and the fuel increase factor Kfs is calculated according to the count value C1 and the parameter Ka. When F8 is 1, the control proceeds to step S115, whereby the fuel increase coefficient Kfs is set to 0 while bypassing steps S120 to 151, that is, control that does not perform fuel increase is performed.

By modifying the fuel increase control at the start of the engine described above, when the engine is stopped and restarted without time after the engine is started, or when the engine is restarted immediately after the engine is stopped, the normal fuel increase is performed. Lose. Therefore, it is possible to ensure the increase in fuel at the start of the engine required for the reduction treatment of the exhaust purification catalyst while avoiding the release of fuel combustible components such as CO and HC into the atmosphere due to the excessive supply of the fuel for the reduction treatment of the exhaust purification catalyst. .

In the embodiments shown in Figs. 1 and 5, whether the value of F2 is determined to be 0 in step S70 or 1 in step S80 is equal to or greater than the predetermined threshold after the engine startup in step S50, and the engine in step S60. It is judged whether or not the integrated value of the amount of air that has passed through the engine after startup is equal to or greater than a predetermined threshold. However, the use of both the count value C1 and the integrated value Qa of the amount of air passing through the engine in the control judgment relating to this point is to more reliably determine whether the engine has performed the engine after startup or to what extent. Therefore, the judgment based on these two parameters may be judged that at least one of them is established instead of the fact that both are established simultaneously as described above. In order to do so, the flow of control regarding steps S50, 60, 70, and 80 of FIG. 1 or 5 may be modified to steps S50 ', 60', 70 ', and 80' as shown in FIG. .

In the above, the present invention has been described in detail with reference to two embodiments and some modifications thereof, but the present invention is not limited only to these embodiments, and various other embodiments are possible within the scope of the present invention. It will be clear to you.

According to the present invention, the increase in fuel at the time of engine start is controlled based on the estimated adhesion amount of fuel to the intake port periphery at the time of engine start, so that the engine around the intake port at the time of engine start similarly to an economy run car or a hybrid car. Even if the state of the fuel liquid film is different and there is a possibility that a difference may occur in the amount of fuel consumed for repairing the fuel liquid film, the amount of fuel can be increased appropriately.

Claims (20)

In a method of operating an internal combustion engine of a vehicle internal combustion engine that temporarily increases fuel at start-up, When the elapsed time C1 from the start of the internal combustion engine to the next start of the internal combustion engine, including the pause, is less than the predetermined value C10, the increase in fuel amount Kfs at the start of the next internal combustion engine And a step (S150) of reducing the initial value of?) From a predetermined standard value Kfso. The internal combustion engine driving method according to claim 1, wherein the internal combustion engine is an intermittent driving type internal combustion engine that pauses while a predetermined vehicle driving condition is established while driving a vehicle. The fuel increase amount Kfs at the start of the next internal combustion engine is gradually decreased with the passage of time from the start of the start of the internal combustion engine (S140-150). Internal combustion engine operating method characterized in that. The initial value of the increase amount of fuel Kfs at the start of the next internal combustion engine, wherein the increase value of the fuel Kfs at the time of stopping the operation of the internal combustion engine last time. The internal combustion engine operating method characterized by the above. 3. An increase in fuel amount at the next engine start-up according to claim 1 or 2, wherein a value obtained by subtracting a correction value gradually decreased with the passage of time from the stop of the internal combustion engine to the next start-up from the standard value Kfso. An internal combustion engine operating method, characterized by an initial value of minutes (Kfs). 3. An increase amount Kfs of the fuel according to claim 1 or 2 is based on an estimated adhesion amount Kfr of fuel around an intake port mounted to the internal combustion engine at the start of the internal combustion engine. Internal combustion engine operating method characterized in that it is calculated. The internal combustion engine operating method according to claim 6, wherein the estimation of the amount of fuel deposition Kfr around the intake port is performed based on the elapsed time C2 after the stop of the internal combustion engine. 8. The internal combustion engine operating method according to claim 7, wherein the estimated adhesion amount of fuel (Kfr) around the intake port is represented by the following equation. Kfr = Kfro- △ KfrC2 Here, the fuel liquid film coefficient: Kfr, the initial value of the fuel liquid film coefficient: Kfro, the displacement portion of the fuel liquid film coefficient: ΔKfr, the elapsed time after stopping the internal combustion engine: C2 The internal combustion engine operating method according to claim 1, wherein the fuel increase Kfs is expressed by the following equation. Kfs: Kfso- △ Kfs ・ C1-Ka-Kfr Here, the increase in fuel: Kfs, the initial value of increase in fuel: Kfso, the displacement of Kfs: △ Kfs, the elapsed time from the start of the internal combustion engine: C1 In a method of operating an internal combustion engine of a vehicle internal combustion engine that temporarily increases fuel at start-up, When the amount of air Qa passing through the intake port mounted on the internal combustion engine is less than the predetermined value Qao from the start of the internal combustion engine to the next start of the internal combustion engine, when starting the next internal combustion engine. And a step (S150) of reducing the initial value of the increase amount of fuel (Kfs) in the gas from a predetermined standard value (Kfso). The internal combustion engine driving method according to claim 10, wherein the internal combustion engine is an intermittent driving type internal combustion engine that pauses while a predetermined vehicle driving condition is established while driving a vehicle. 12. The fuel cell according to claim 10 or 11, wherein the increase amount of fuel Kfs at the start of the next internal combustion engine gradually decreases with the passage of time from the start of the start of the internal combustion engine (S140-150). Internal combustion engine operating method characterized in that. The increase value (Kfs) of the said fuel at the time of stopping the operation of the said internal combustion engine last time, The initial value of the increase amount (Kfs) of the fuel at the start of the said next internal combustion engine. The internal combustion engine operating method characterized by the above. 12. The fuel increase amount according to claim 10 or 11, wherein a value obtained by subtracting a correction value gradually decreased with the passage of time from the stop of the internal combustion engine to the next start-up from the standard value Kfso is increased. An internal combustion engine operating method, characterized by an initial value of minutes (Kfs). 12. The fuel cell according to claim 10 or 11, wherein the fuel increase Kfs is based on an estimated adhesion amount of fuel Kfr around the intake port mounted to the internal combustion engine at the start of the internal combustion engine. Internal combustion engine operating method characterized in that it is calculated. The method of operating an internal combustion engine according to claim 15, wherein the estimation of the deposition amount of fuel (Kfr) around the intake port is performed based on the elapsed time (C2) after the stop of the internal combustion engine. The internal combustion engine operating method according to claim 16, wherein the estimated deposition amount (Kfr) of fuel around the intake port is represented by the following equation. Kfr: Kfro- △ KfrC2 Here, the fuel liquid film coefficient: Kfr, the initial value of the fuel liquid film coefficient: Kfro, the displacement portion of the fuel liquid film coefficient:? Kfr, the elapsed time after stopping the internal combustion engine: C2. The internal combustion engine operating method according to claim 10, wherein the fuel increase Kfs is expressed by the following equation. Kfs: Kfso- △ Kfs ・ C1-Ka-Kfr Here, the increase in fuel: Kfs, the initial value of increase in fuel: Kfso, the displacement of Kfs: ΔKfs, the elapsed time from the start of the internal combustion engine: C1. In a method of operating an internal combustion engine of a vehicle internal combustion engine that temporarily increases fuel at start-up, Initial value of increase of fuel at the time of start of the next internal combustion engine (Iii) the time from the start of the internal combustion engine to a temporary stop, and (Ii) the time from the temporary stop to restart by the internal combustion engine; The internal combustion engine operating method characterized by reducing from a predetermined standard value based on. In a method of operating an internal combustion engine of a vehicle internal combustion engine that temporarily increases fuel at start-up, Step S115 of not increasing the fuel at the start of the next internal combustion engine when the elapsed time C2 from the stop of the internal combustion engine to the start of the next internal combustion engine is less than the predetermined value C20. Internal combustion engine operating method comprising the.